Internal-combusation-engine decarbonizer



A. MOORE INTERNAL COMBUSTION ENGINE DECARBONIZER Filed Sept. 27. 1922 June" 21%, 1527;

Patented June 28, 1927.

UNITED STATES ARLINGTON MOORE, OF NEW YORK, N. Y., ASSIGNOB TO MOORE HIVENTIO NS COB- PORATIOH, OF WORCESTER, MASSACHUSETTS,

SETTS.

A CORPORATION OF unassum INTERNAL-COMBUSTION-ENGINE DECARBONIZER.

Application filed September 27, 1922. Serial No. 590,859.

My invention relates to a 'decarbonizer for internal combustion engines. The primary object of the invention is to provide an eflicient, inexpensive and conven iently operated means for preventing the accumulation of carbon deposits within the engine cylinders, and for loosening and removing carbon deposits which have been formed therein.

Another object of the invention is to increase the combustibility of the gases drawn into the engine cylinders on the induction stroke by causing small quantities of steam to be mixed therewith before being drawn into the engine cylinders, thereby rendering the operation of the engine more eflicient and economical.

vOther objects will appear from the follow ing description of the invention.

In the accompanying drawing, I have illustrated an embodiment of my invention, but same is for illustration only and for affording an understanding of the invention and not for limitation thereof. Fig. 1 is a 26 side view with parts broken away showing a decarbonizer embodying my invention installed. on the internal combustion engine of an automobile. Fig. 2 is a sectional view of a vaporizer screwed into the exhaust manifold of the engine. Fig. 3 is a top view of the vaporizing device. Fig. 4 is a sectional view of the 'decarbonizer .control knob, and

Fig. 5 is a fragmentary view showing water jet openings, looking in the direction of the arrows on line 5--5, Fig. 2.

The water vaporizing apparatus is formed as a metal casing 10 containing a referably cylindrical steam chamber 12, and provided on the bottom 14 with a screw threaded pro- 4 jecting portion 16, adapted to be screwed into t e exhaust pipe or manifold 18 of the engine 20. A heat conductor 22, such as a round copper bar or the like, is inserted through hole 24 in the bottom wall 14 of the steam chamber, with the top portion 26 extending into the steam chamber 12, and the opposite end portion 28 thereof extending into the exhaust manifold 18. The conductor 22 is held in place as by means of .50 pin 30 passing through the portion 16 of the casing.-

A drain opening 32 is provided steam chamber 12, near the bottom,

in the and is "Ihe valve stem 70 on '62 extends through adapted to be opened and closed, as by means of a petcock 34.

Another opening 36 is provided in the opposite side wall 38, about midway of the steam, chamber 12, for the reception of water inlet pipe 40, which may lead from any place in the engine water circulating system, preferably from the top ofthe engine near the water filling opening, or in the case of an air cooled engine, a separate source of Water supply may be provided. In Fig. 1 water inlet pipe 40 is shown connected to the water jacket manifold 42. The water preferably enters the steam chamber through a spray nozzle. In the form shown, a plug 44. having several pinholes 46 therein is placed in the mouth of water inlet pipe 40 which enters the opening 36 in the steam chamber 12, thereby constricting the water inlet opening and causing the water drawn in therethrough to enter the steam chamber 12 and come into contact with the heating element 22 in the form of a mist or fine spray.

To prevent dirt and sediment from entering the steam chamber 12, a strainer 48 of conventional design is interposed in the water inlet pipe 40. This strainer comprises a T-shaped casing 50, a fine circular screen 52 and a plug 54. The water enters the strainer through the water pipe 40', passes through the screen 52, and out through the water pipe 40 into steamchamber 12. The sediment collected drops to the bottom of screen 52 and is removed from time to time by unscrewin g plug 54.

An auxiliary outlet chamber 56 is provided within the casing 10, being separated therefrom by the partition wall 58, and valve seat 60 is provided in said partition. A valve 62. preferably of the poppet type, is provided to control the communication between chambers 56 and 12. The valve is mounted so that the head 64 thereof is adapted to be seated in valve seat 60, and in the form shown, poppet valve 62 is provided with front and rear stems, the rear stem 66 being received and guided in the guide opening 68 to secure accurate seating of the valve. the other end of valve the packed gland 72 rovided in the casing 12. Valve 62 is nor mally held closed by spring 74, and the valve is adapted to be opened against said spring by suitable means applied to the projecting end of valve stem 70. In the form shown,

wire 76 is secured to the projecting end of the valve stem and leads to a control knob '78, Which may be mounted at any desirable location, but is preferably mounted on the dashboard, as indicated in Fig. 1. The extent of opening of the valve may be controlled in any desired way, as by the provision of stop nuts 80, 82, screwed on the stem 84 of knob 78. The control means are pref erably so arranged that the valve 62 can be left open if desired. One means of efl'ecting such result consists in the provision of the bearing 86 for knob stem 84 with a raised or projecting portion 88, and the provision of a corres onding recess 90 upon the neck 92 of knob 78. When the knob 78 is pulled outwardly to the full extent permitted by stop nuts 80, 82, and given a partial turn, the valve will be held open by 'the bearing projection 88, and may be released by the knob 78 being turned to the position shown in Fig. 4, bringing the recess 90 into register with the bearing projection 88.

Steam outlet pipe 9 leads from the opening 95 in the upper portion of the chamber 56, to the intake manifold 98 of the engine.

The operation of the device is very simple. When it is desired to rid the engine cylinders of an accumulation of carbon, the operator of the vehicle simply pulls out knob 78 on the dashboard when the engine is run ning, and keeps it out for a short space of time, say half a minute, and then releases .the knob. Outward movement of knob 78 o ens valve 62, and on the induction strokes 0 the engine, water from the circulation system is drawn into the steam chamber 12 in a spra or very fine mist. As soon as this mist st es the hot surface of heat conductor 22 it flashes into steam and is drawn into the intake manifold through steam outlet pipe 94, and consequently enters the engine c inders. The introduction of steam into t e engine cylinders tends to prevent carbon formation therein and to cause the carbon which has accumulated to be dislodged and blown out through the exhaust pipe with the exhaust ases. It will be noted that water is supplied tothe vaporizer only when valve 62 is opened and the water is,

drawn into the vaporizer chamber by the suction, from the intake manifold. If any water should be converted into steam when the valve62 is shut, no harm is done as the steam merely backs up into the water supply pipe.

If the engine is very badly carbonized, a quarter twist of the control knob 78, as above explained, serves to keep valve 62 only slightly open and comparatively small quantitles of steam enter the engine cylinders.

W- If this is allowed to continue for some time while the engine is running, the engine cylpullin Engine knocking due tocarbon deposits can be easily detected when travelling uphill, andwhen such knocking is heard, the

, operator can make use of the decarbonizer in the above described manner. If it is desired to introduce kerosene or other fluid into the enigne, as is sometimes done, same may be introduced into the chamber -12 through the petcock 96, preferably when the engine 1s cool or comparatively cool, and will be drawn into the engine upon operating same with the valve 62 opened.

It is apparent that numerous other advantages can be secured with the device of the present invention, in addition to the one above described, such as greater combustibility of the intake charges due to a more moist mixture, etc.

The device is simply constructed and operates au'tomatically, requiring very little attention on the part of the operator. No extra supply of water is required inasmuch as the water circulation system supplies the small uantity of water necessary. While it is 0ss1ble to make'con'tinuous use of the decar onizer, if desired, this is not necessary as satisfactory results can be secured by occasional use for short periods. Thus the attention usually required to keep a constantly operating device in good working condition is not necessa with my invention, and it is always ready fbr usewhen needed b merely a control knob on the dash card to open t e valve communicating with the intake manifold.

Changes and modifications may be resorted to wlthin the scope of the claims without departing from or sacrificing the advantages of my invention.

I claim:

1. A decarbonizer for an internal combustion engine comprising a hollow steam chamber supported on the exhaust manifold of the engine, a heat conductor projecting into said steam chamber and also. into said exhaust manifold, means for supplying water from the circulation system to the steam chamber, means'for conducting the steam to the intake manifold, and a valve in said steam chamber for controlling the generation of steam and the supplying thereof to the intake manifold.

2. A decarbonizer for an internal combustion engine comprising a hollow steam chamber supported on the exhaust manifold of the engine, a heat conductor extendin into the interiors of the steam chamber an the exhaust manifold respectively, means for' livery of steam to the intake manifold, and means connected to the poppet valve to control the functioning thereof.

A decarbonizer for an internal combustion engine, comprising a hollow steam chamber adapted to be supported on the exhaust manifold of the internal combustion engine, a heat conductor extending from the steam chamber into the exhaust manifold, a: Water inlet pipe leading into the steam chamber and so positioned as to deliver the water against the heat conductor, a strainer interposed in the water'inet pipe, a spring opposed poppet valve disposed within the steam chamber, and a steam delivery pipe leading to the intake manifold of the internal combustion engine.

4. A decarbonizer for an internal combustion engine, comprising a hollow cylindrical steam chamber adapted to be supported on the exhaust manifold of the engine, a: heat conductor projecting from the steam chamber into the exhaust manifold, a water inlet pipe leading into the steam chamber, a plug with a plurality of pinholes therein positioned in the mouth of the water inlet pipe, said water inlet pipe being so arranged that a mist or fine spray from said plug is directed against the heat conductor, a spring opposed poppet valve horizontally disposed in the top portion of the steam chamber and seated on a valve seat formed within the top portion of the steam chamber and into ral therewith, and a steam delivery pipe lea mg from the portion of the steam chamber beyond the valve to the intake manifold of the engine.

5. A decarbonizer for an internal combustion engine comprising a hollow steam chamber supported on the exhaust manifold of the controlling the generation of steam and delivery thereof to the intake manifold, and control means for controllin the operation of the poppet valve from a istance.

6. In a decarbonizer for internal combustion engines, a hollow casing, means for admitting water to the casing, and a massive heat conductor of good heat conducting ma-' terial, such as co per, having one end projecting into the ciamber in the hollow .casing and occupying a major portion of the space in said chamber, and the other end projecting directly into the path' of hot exhaust gases.

In testimony name hereto.

whereof, I have signed my ARLINGTON Moons. 

